METHOD FOR IMPROVING TRAILER BRAKES AND CORRESPONDING VEHICLE

Abstract

Method (200) for improving trailer braking, comprising: Receiving sensor data from one or more sensors (130, 132, 133, 134, 136) of a vehicle (100) coupled to a trailer (160), wherein the sensor data include: a measure of actuation of a brake pedal (107) of the vehicle (100); and deceleration (250) of the vehicle (100); and dynamic control of braking of the trailer (160) via instructions provided by a processor (142) of the vehicle (100) to a braking system (166) of the trailer (160), based on both the degree of actuation of the brake pedal and the deceleration of the vehicle (100); wherein the step of obtaining the sensor data further includes obtaining the sensor data including a percentage of the brake pedal position (260) of the brake pedal (107) of the vehicle (100); The acquisition of sensor data further includes the acquisition of sensor data including a steering angle of a steering wheel of the vehicle (100), a speed of the vehicle (100) and a gradient of a road on which the vehicle (100) is traveling; the dynamic control of the braking of the trailer (160) further includes the control of the braking of the trailer (160) via instructions provided by the processor (142) of the vehicle (100) to the braking system (166) of the trailer (160), based on each of the following: the percentage of the brake pedal position (260), the deceleration of the vehicle (100), the steering angle of the vehicle (100), the speed of the vehicle (100) and the gradient of the road on which the vehicle (100) is traveling; and wherein the dynamic control of the trailer braking (160) further comprises the dynamic control of a trailer braking cycle such that it is proportional to the percentage of the brake pedal position (260) up to a predetermined percentage of the brake pedal position (260), with a gradient that depends on the deceleration of the vehicle (100), provided that each of the following conditions has been met: The steering angle is smaller than a first predetermined threshold; The vehicle's speed (100) is less than a second predetermined threshold; and The gradient of the path is less than a third predetermined threshold.

Description

[0001] The technical field generally relates to vehicles and in particular to methods and systems for controlling the braking of a trailer coupled to a vehicle.

[0002] Certain vehicles today have towing capabilities. Some of these vehicles also have braking controls for the attached trailer. However, these existing vehicles do not always optimally control the trailer's braking, for example, to provide the driver with optimal comfort and ease of use at different speeds and under varying conditions.

[0003] Accordingly, it is desirable to provide improved methods and systems for controlling the brakes of a trailer coupled to a vehicle. Furthermore, other desirable features and characteristics of the present disclosure will become apparent from the following detailed description and the attached claims in conjunction with the attached drawings and the preceding technical field and background.

[0004] JP 2011 - 79 470 A describes a behavior control device for suppressing a swaying state of a connected vehicle comprising a tractor and a trailer pulled by the tractor. The behavior control device is characterized in that it generates a yaw moment to suppress a swaying state by means of a brake force distribution control of each wheel when a swaying state occurs, and exerts a driving force on a drive wheel, which is determined on the basis of a deceleration amount of the vehicle by a braking force generated in each wheel by the brake force distribution control.

[0005] US 2018 / 0339685A1 describes a vehicle braking system. The system includes a brake control device, a vehicle acceleration sensor, and a trailer brake control device. The trailer brake control device outputs an initial trailer braking torque requirement based on an input received from the brake control device and adjusts the initial trailer braking torque requirement to converge a signal from the vehicle acceleration sensor to an expected negative acceleration value that correlates with the input from the brake control device.

[0006] US 2015 / 0336548A1 describes a method for controlling the braking process of a semi-trailer combination. The semi-trailer includes a drivetrain with an engine and at least one ground contact element connected to it; at least one ground contact element of the semi-trailer includes at least one semi-trailer brake; and at least one ground contact element of the trailer includes at least one additional trailer brake, the operation of which depends at least partially on the operating state of the at least one semi-trailer brake. The method comprises the following steps: When the operation of the at least one semi-trailer brake and the at least one trailer brake to brake the semi-trailer combination begins, the operation of a timer is started, which measures the operating time of the at least one semi-trailer brake and / or the at least one trailer brake.If a parameter relating to the duration of the braking effect measured by the timer reaches or exceeds a threshold value, the procedure includes adjusting the braking effect exerted by the at least one trailer brake in order to achieve or maintain a selected braking performance of the tractor-trailer combination.

[0007] The object of the invention can be considered to be to provide an improved method for controlling the brakes of a trailer.

[0008] According to the invention, this problem is solved by the features in claims 1 and 3.

[0009] According to the invention, a method for improving trailer braking is described. The method comprises: obtaining sensor data from one or more sensors of a vehicle coupled to a trailer, wherein the sensor data includes: a measure of the actuation of a brake pedal of the vehicle; and a deceleration of the vehicle; and dynamically controlling the braking of the trailer via instructions provided by a processor of the vehicle to a braking system of the trailer, based on both the measure of the actuation of the brake pedal and the deceleration of the vehicle.

[0010] According to the invention, the step of obtaining the sensor data also includes obtaining the sensor data including a percentage of a brake pedal position of the vehicle.

[0011] According to the invention, the step of obtaining the sensor data further comprises obtaining the sensor data including a steering angle of a steering wheel of the vehicle, a speed of the vehicle and a gradient of a road on which the vehicle is traveling; and the step of dynamically controlling the braking of the trailer comprises controlling the braking of the trailer via instructions supplied by the processor of the vehicle to the braking system of the trailer, based on each of the following aspects: the percentage of the brake pedal position, the deceleration of the vehicle, the steering angle of the vehicle, the speed of the vehicle and the gradient of the road on which the vehicle is traveling.

[0012] According to the invention, the step of dynamically controlling the braking of the trailer also includes the dynamic control of a trailer braking cycle such that it is proportional to the percentage of the brake pedal position up to a predetermined percentage of the brake pedal position, with a slope that depends on the deceleration of the vehicle, provided that each of the following aspects has occurred: the steering angle is less than a first predetermined threshold; the speed of the vehicle is less than a second predetermined threshold; and the gradient of the road is less than a third predetermined threshold.

[0013] In one embodiment, the method further comprises: determining a trailer brake boost via the processor; wherein the step of dynamically controlling the trailer brake cycle comprises dynamically controlling the trailer brake cycle such that it is proportional to the percentage of the brake pedal position up to the predetermined percentage of the brake pedal position to achieve a maximum trailer brake cycle, the slope depending on the deceleration of the vehicle, and wherein the maximum trailer brake cycle is based on the trailer brake boost.

[0014] According to the invention, a vehicle is described comprising a structure configured to be coupled to a trailer with a trailer braking system; a brake pedal; one or more sensors configured to receive sensor data for the vehicle, the sensor data comprising: a measure of actuation of a brake pedal of the vehicle; and a deceleration of the vehicle; and a processor coupled to the one or more sensors and configured to enable at least the dynamic control of the braking of the trailer via instructions supplied by the processor to a braking system of the trailer, based on both the measure of actuation of the brake pedal and the deceleration of the vehicle. The measure of actuation of the brake pedal comprises a percentage of the brake pedal position of the vehicle's brake pedal.

[0015] According to the invention, the one or more sensors are further configured such that the sensor data includes the steering angle of the vehicle's steering wheel, the vehicle's speed, and the gradient of the road on which the vehicle is traveling. The processor is configured to enable dynamic control of the trailer's braking via instructions that the processor provides to the trailer's braking system, based on each of the following: the percentage of the brake pedal position, the vehicle's deceleration, the vehicle's steering angle, the vehicle's speed, and the gradient of the road on which the vehicle is traveling.

[0016] According to the invention, the processor is further configured to enable dynamic control of a trailer braking cycle such that it is proportional to the percentage of the brake pedal position up to a predetermined percentage of the brake pedal position, with a slope that depends on the deceleration of the vehicle, provided that each of the following conditions has been met: the steering angle is less than a first predetermined threshold; the speed of the vehicle is less than a second predetermined threshold; and the gradient of the road is less than a third predetermined threshold.

[0017] The present disclosure is described below in conjunction with the following drawings, where identical numbers denote identical elements and where: Fig. 1 a functional block diagram of a vehicle coupled to a trailer with a trailer braking system, wherein the vehicle includes a control system for controlling the braking of the trailer via the trailer braking system over a variety of different speeds and conditions; Fig. 2. A flowchart of a procedure for controlling the braking of a trailer coupled to a vehicle, over a variety of different speeds and conditions, and that in conjunction with the vehicle and the control system of Fig. 1 can be implemented; and Fig. 3-5 exemplary implementations of the method by Fig. 2 show which include different trailer brake enhancements.

[0018] Fig. Figure 1 shows a vehicle 100 configured to be coupled to a trailer 160, according to an exemplary embodiment. As described in more detail below, the vehicle 100 includes a control system 102 configured to control the braking of the trailer at a variety of different speeds and conditions, as is the case in exemplary embodiments. In particular, as explained in more detail below, the control system 102, in various embodiments, provides additional and more immediate braking of the trailer when stronger braking of the trailer is urgently required (i.e., when the vehicle deceleration is relatively greater), but otherwise provides a potentially smoother braking experience when stronger braking of the trailer is not urgently required (i.e., when the vehicle deceleration is relatively less).

[0019] In various embodiments, the vehicle 100 comprises an automobile. The vehicle 100 can be any type of automobile, such as a sedan, station wagon, truck, or SUV, and it can have two-wheel drive (2WD) (i.e., rear-wheel drive or front-wheel drive), four-wheel drive (4WD), or all-wheel drive (AWD), and / or various other vehicle types in certain embodiments. In certain embodiments, the vehicle 100 can also include a motorcycle or other vehicle, such as an aircraft, spacecraft, watercraft, etc., and / or one or more other types of mobile platforms (e.g., a robot and / or another mobile platform).

[0020] In various embodiments, the trailer 160 can also comprise any number of different types of trailers and / or other types of mobile platforms that are coupled to the vehicle 100 and move together with the vehicle 100. As in Fig. As shown in Figure 1, the trailer 160, in various embodiments, comprises, among other features, a plurality of wheels 162, a body 164, and a braking system 166. While the trailer 160 in Fig. Figure 1 shows four wheels 162, but the number of wheels 162 can vary in different embodiments.

[0021] As in Fig. As shown in Figure 1, the vehicle 100 comprises a superstructure 104 mounted on a chassis 116. The superstructure 104 essentially encloses other components of the vehicle 100. The superstructure 104 and the chassis 116 can together form a frame. The vehicle 100 also comprises a plurality of wheels 112. The wheels 112 are each rotatably connected to the chassis 116 near a corner of the superstructure 104 to facilitate the movement of the vehicle 100. In one embodiment, the vehicle 100 comprises four wheels 112, although this may vary in other embodiments (e.g., for trucks and certain other vehicles).

[0022] A drive system 110 is mounted on the chassis 116, which drives the wheels 112, for example via the axles 114. In certain embodiments, the drive system 110 includes a propulsion system. In certain exemplary embodiments, the drive system 110 includes an internal combustion engine and / or an electric motor / generator coupled to a transmission. In certain embodiments, the drive system 110 can vary, and / or two or more drive systems 110 can be used. For example, the vehicle 100 can also have any or a combination of different types of drive systems, such as a gasoline or diesel-powered internal combustion engine, a flex-fuel vehicle engine (i.e., with a mixture of gasoline and alcohol), an engine powered by a gaseous compound (e.g., hydrogen and / or natural gas), an internal combustion / electric motor hybrid engine, and an electric motor.

[0023] As in Fig. As shown in Figure 1, the vehicle in various embodiments also includes a braking system 106 and a steering system 108. In exemplary embodiments, the braking system 106 controls the braking of the vehicle 100 by means of brake components that are controlled by inputs from a driver, such as a brake pedal 107, as shown in Figure 1. Fig. 1 shown, and in certain embodiments also via automatic control via the control system 102. Also in exemplary embodiments, the steering system 108 controls the steering of the vehicle 100 via steering components, such as a steering wheel 109, as shown in Fig. 1 shown (e.g. in conjunction with a steering column coupled to the axles 114 and / or the wheels 112), which are controlled by inputs provided by a driver (e.g. via the steering wheel 108) and in certain embodiments also by automatic control via the control system 102.

[0024] In the Fig. In the embodiment shown in Figure 1, the control system 102 is connected to the braking system 106 and the steering system 108 of the vehicle 100, as well as to the braking system 166 of the trailer 160. In various embodiments, the control system 102 can also be connected to one or more other systems and / or components of the vehicle 100 and / or the trailer 160. As also shown in Figure 1, the control system 102 can be connected to the braking system 106 and the steering system 108 of the vehicle 100 and / or the trailer 160. Fig. As shown in Figure 1, the control system 102 in various embodiments comprises a sensor arrangement 120 and a controller 140.

[0025] In various embodiments, the sensor arrangement 120 comprises different sensors that receive sensor data for use in controlling the braking process for the vehicle 100 and for the trailer 160, in addition to other possible functions for the vehicle 100 and / or the trailer 160. In the illustrated embodiment, the sensor arrangement 120 comprises one or more brake sensors 130, steering sensors 132, speed sensors 133, inertial measurement unit (IMU) sensors 134, and detection sensors 136.

[0026] In various embodiments, the brake sensors 130 are coupled to the braking system 106 of the vehicle 100 and measure the amount of the associated braking. In certain embodiments, the brake sensors 130 are coupled to the brake pedal 107 and measure the amount of actuation of the brake pedal by a driver of the vehicle 100 (e.g., a measured amount of brake pedal travel and / or brake pedal force of the brake pedal 107 and / or the force exerted on it based on the actuation of the brake pedal 107 by the driver). Furthermore, in certain embodiments, the brake sensors 130 may also include one or more additional brake sensors 130, such as one or more input brake sensors, configured to detect user inputs desired for adaptive trailer braking settings (e.g.,including, in one embodiment, capacitive touch sensors for detecting a user's preferences regarding one or more trailer brake boosters, etc.).

[0027] In various embodiments, the steering sensors 132 are also coupled to the steering system 108 of the vehicle 100 and measure a corresponding indication of the steering. In certain embodiments, the steering sensors 132 are coupled to the steering wheel 109 and measure an angle of the steering wheel 109 resulting from the driver's operation of the steering wheel 109.

[0028] In various embodiments, the speed sensors 133 measure the speed (and / or changes thereof) of the vehicle 100. In certain embodiments, the speed sensors 133 include wheel speed sensors that measure the speed of one or more of the wheels 112 of the vehicle 100. In certain other embodiments, the speed sensors 133 may include one or more acceleration sensors and / or one or more other types of sensors that measure parameters relating to the movement of the vehicle 100.

[0029] In various embodiments, the inertial measurement unit (IMU) sensors 134 measure inertial measurement data and / or associated parameters for the vehicle 100, including an incline and / or decline on which the vehicle 100 is traveling. In certain embodiments, the IMU sensors 134 are part of and / or belong to an inertial measurement unit (IMU) of the vehicle. In certain embodiments, the IMU sensors 134 also include one or more gyroscopes.

[0030] Furthermore, in various embodiments, the detection sensors 136 detect objects (e.g., other vehicles and / or other types of objects) in the vicinity of the vehicle 100. In certain embodiments, the detection sensors 136 include cameras, radar, lidar, sonar, and / or other types of sensors configured to detect such objects, including objects in front of the vehicle 100 and / or other objects located within and / or near a direction of travel of the vehicle. In certain embodiments, the detection sensors 136 are part of an impact warning system (e.g., a frontal impact warning system) of the vehicle 100.

[0031] In various embodiments, the control unit 140 is connected to the sensor arrangement 120, the braking system 106 of the vehicle 100, and the braking system 166 of the trailer 160. In certain embodiments, the control unit 140 can also be connected to the steering system 108, the drive system 110, and / or one or more other systems, devices, and / or components of the vehicle 100 and / or the trailer.

[0032] In various embodiments, the controller 140 receives sensor data from the sensor arrangement 120, processes the sensor data and controls the braking of the vehicle 100 and the trailer 160 (via the vehicle braking system 106 and the trailer braking system 166, respectively) based on the processing of the sensor data, as described below in conjunction with method 200. Fig. 2 and the implementations of the Fig. 3-5 described. In addition, in certain embodiments, the control unit 140 can also control the steering, the drive and / or other vehicle functions via the steering system 108, the drive system 110 and / or other systems, devices and / or components of the vehicle 100 and / or the trailer 160.

[0033] In various embodiments, the controller 140 comprises a computer system (here also referred to as computer system 140) and includes a processor 142, a memory 144, an interface 146, a storage device 148, and a computer bus 150. In various embodiments, the controller (or computer system) 140 controls the operation of the vehicle and the trailer, including the brakes for the trailer 160. In various embodiments, the controller 140 provides these and other functions according to the steps of process 200 of Fig. 2 and the implementation of the Fig. 3-5 ready.

[0034] In various embodiments, the controller 140 (and in certain embodiments, the control system 102 itself) is arranged within the body 104 of the vehicle 100. In one embodiment, the control system 102 is mounted on the chassis 116. In certain embodiments, the controller 140 and / or the control system 102 and / or one or more components thereof can be arranged outside the body 104, for example, on a remote server, in the cloud, or on another device where image processing is performed remotely.

[0035] It becomes clear that the control system 140 differs from the one in Fig. The embodiment shown in 1 can be distinguished. For example, the control unit 140 can be coupled to one or more remote computer systems and / or other control systems or otherwise utilize them, for example as part of one or more of the aforementioned devices and systems of the vehicle 100.

[0036] In the illustrated embodiment, the computer system of the controller 140 comprises a processor 142, a memory 144, an interface 146, a storage device 148, and a bus 150. The processor 142 performs the calculation and control functions of the controller 140 and can comprise any type of processor or multiple processors, individual integrated circuits such as a microprocessor, or any number of integrated circuits and / or printed circuit boards working together to perform the functions of a single processor unit. During operation, the processor 142 executes one or more programs 152 contained in the memory 144 and, as such, controls the general operation of the controller 140 and the computer system of the controller 140, generally during the execution of the processes described herein, such as process 200 of Fig. 2 and the implementation of the Fig. 3-5, which are described further below in connection with this.

[0037] The memory 144 can be any suitable type of memory. For example, the memory 144 can include various types of dynamic random-access memory (DRAM) such as SDRAM, the various types of static RAM (SRAM), and the various types of non-volatile memory (PROM, EPROM, and Flash). In certain examples, the memory 144 is located on the same computer chip as the processor 142 and / or is housed together with it. In the illustrated embodiment, the memory 144 stores the aforementioned program 152 together with one or more tables 155 and other stored values ​​157, also for controlling the trailer 160 based on the processing of sensor data obtained from the sensor arrangement 120.

[0038] The bus 150 serves to transmit programs, data, status, and other information or signals between the various components of the controller's computer system 140. The interface 146 enables communication with the controller's computer system 140, e.g., from a system driver and / or another computer system, and can be implemented using any suitable method and device. In one embodiment, the interface 146 receives various data from the sensor arrangement 120, among other possible data sources. The interface 146 can include one or more network interfaces for communication with other systems or components. The interface 146 can also include one or more network interfaces for communication with technicians and / or one or more memory interfaces for connection to storage devices, such as the storage device 148.

[0039] The storage device 148 can be any suitable type of storage device, including various types of random-access memory and / or other storage devices. In an exemplary embodiment, the storage device 148 comprises a program product from which the memory 144 can receive a program 152 that executes one or more embodiments of one or more processes of the present disclosure, such as the steps of process 200 of Fig. 2 and the implementations of the Fig. 3-5, which are described below in connection therewith. In another exemplary embodiment, the program product can be stored directly in memory 144 and / or on a disk (e.g. disk 156), as described below, and / or it can be accessed by other means.

[0040] The bus 150 can be any suitable physical or logical means for connecting computer systems and components. This includes, but is not limited to, direct, hard-wired connections, fiber optic technology, infrared, and wireless bus technologies. During operation, the program 152 is stored in memory 144 and executed by processor 142.

[0041] It is evident that although this exemplary embodiment is described in connection with a fully functional computer system, those skilled in the art will recognize that the mechanisms of the present disclosure can be distributed as a program product using one or more types of non-transient, computer-readable, signal-carrying media for storing the program and its instructions and for carrying out its distribution, such as a non-transient, computer-readable medium carrying the program and containing computer instructions stored therein to induce a computer processor (such as processor 142) to execute and carry out the program. Such a program product can take a variety of forms, and the present disclosure applies equally regardless of the specific type of computer-readable signal-carrying medium used for carrying out the distribution.Examples of signal-carrying media include: writable media such as floppy disks, hard drives, memory cards, and optical discs, as well as transmission media such as digital and analog communication links. In certain embodiments, cloud-based storage and / or other technologies may also be used. It is also acknowledged that the computer system of the control 140 may differ in other ways from the one described in [reference missing]. Fig. 1 can differ from the embodiment shown, for example in that the computer system of the controller 140 can be coupled with one or more remote computer systems and / or other control systems or can otherwise use them.

[0042] Fig. Figure 2 shows a flowchart of process 200 for controlling the braking of a trailer coupled to a vehicle over a variety of different speeds and conditions, according to exemplary embodiments. As described in more detail below, process 200 provides, in particular, additional and more immediate braking of the trailer when stronger braking of the trailer is urgently required (i.e., when the vehicle deceleration is relatively greater), but otherwise provides a potentially smoother braking experience when stronger braking of the trailer is not urgently required (i.e., when the vehicle deceleration is relatively less).

[0043] In various embodiments, the method 200 can be implemented in conjunction with the vehicle 100, the control system 102 and its braking system 106, the trailer 160 and its braking system 166, and its components. The method 200 is also described below in conjunction with the Fig. 3-5 describe exemplary implementations of the procedure by Fig. 2 and which, according to exemplary embodiments, contain different reinforcements for the trailer braking.

[0044] As in Fig. As shown in Figure 2, process 200 begins in step 202. In one embodiment, process 200 begins when a vehicle is "switched on" or starts operating, for example, during an ongoing driving or ignition cycle. In various embodiments, process 200 can also begin, for example, when a driver approaches or enters the vehicle 100, or when the driver switches on the vehicle and / or its ignition (e.g., by turning a key, pressing a key fob, or pressing a start button, etc.). In one embodiment, the steps of process 200 are performed continuously during the operation of the vehicle.

[0045] The sensor data are acquired in step 204. In various embodiments, sensor data from each of the sensors of the sensor arrangement 120 of the vehicle are acquired by Fig. 1. In certain embodiments, the sensor data from step 204 includes the following: (i) brake data from the one or more brake sensors 130 of Fig. 1 (e.g., relating to one or more measures of braking, such as brake pedal travel and / or brake pedal force); (ii) steering data from the one or more steering sensors 132 of Fig. 1 (e.g., relating to a steering wheel angle for the vehicle 100); (iii) speed sensor data from the one or more speed sensors 133 (e.g., relating to one or more speed and / or acceleration measurements of the vehicle 100); (iv) inertial measurement data from the one or more IMU sensors 134 of Fig. 1 (e.g., in relation to an incline and / or a decline on which the vehicle travels at 100); and (v) detection sensor data from the one or more detection sensors 136 of Fig. 1 (e.g., with respect to all detected objects in front of or otherwise near the vehicle 100 that may come into contact with the vehicle 100). In certain embodiments, the sensor data may also include one or more detected user inputs, for example, from one or more input brake sensors regarding a user's preference for one or more trailer brake settings (e.g., user inputs regarding a user's preference for one or more trailer brake boosts, etc.).

[0046] In certain embodiments, the trailer brake boost is also adjusted in step 206. In various embodiments, the trailer brake boost is set as an initial adjustment depending on the vehicle braking. In various embodiments, the trailer brake boost is set by processor 142. Fig. 1. In certain embodiments, the trailer brake boost is set to a predetermined value in step 206, which is stored, for example, in memory 144 of Fig. 1 is stored as one of the values ​​157 stored there. In one example, the trailer brake gain can be set to approximately thirty percent (30%); however, this may vary in other embodiments. In certain embodiments, the gain setting can be adjusted in the vehicle, for example, in an integrated trailer brake module. Furthermore, in certain embodiments, this setting can be adjusted before the start of process 200. Fig. 2.

[0047] In various embodiments, the initial trailer brake control is initiated in step 208. In various embodiments, in step 208, the initial trailer brake control is initiated in an initial or "default" state (i.e., before the adaptive trailer braking is initiated in step 210 below) via instructions from processor 142. Fig. 1 to the trailer brake system 166 from Fig. 1 is initiated, based on both (i) the brake sensor data from step 204 and (ii) the trailer brake boost setting specified in step 206. For example, in an exemplary embodiment where a thirty percent (30%) trailer brake boost setting is specified in step 206, the initial (or “default”) trailer brake control of step 208 is initiated as a function of the brake pedal input (e.g., brake pedal position or travel) with the applied thirty percent (30%) boost, such that moving the brake pedal to thirty percent (30%) of its maximum position results in one hundred percent (100%) of the maximum braking force of the trailer brake system 166, and so on. It is evident that the “thirty percent” boost for the initial or “default” settings may differ in various embodiments.Furthermore, as detailed below, starting with step 210, the percentage utilization of the pedal position varies and depends on the deceleration of the vehicle.

[0048] Adaptive trailer brake control is initiated in step 210. In various embodiments, the adaptive trailer brake control differs from the initial trailer brake control of step 208 in a way that is dynamically tailored to various other sensor data, such as the steering angle, road inclination, vehicle speed, and vehicle deceleration. In various embodiments, the adaptive trailer brake control is also initiated according to instructions issued by processor 142. Fig. 1 based on a multitude of conditions 212 based on the sensor data from step 204. In particular, in the illustrated embodiment of Fig. 1. The adaptive trailer brake control is initiated based on the following activation conditions for the algorithm: (i) whether the steering wheel angle is approximately straight (condition 214); (ii) whether the vehicle is traveling on an approximately level surface (condition 216); and (iii) whether the vehicle speed is sufficiently low (condition 218).

[0049] In various embodiments, the first condition 214 is fulfilled when the steering angle of the steering wheel (as measured by one or more steering angle sensors 132) is Fig. 1) is smaller than a first predetermined threshold. In certain embodiments, the first predetermined threshold is calibratable. In certain non-restrictive examples, the first predetermined threshold may be plus or minus thirty degrees of the steering wheel angle. However, this may vary in other embodiments and may also be modified, adjusted, and / or calibrated in different embodiments.

[0050] In various embodiments, the second condition 216 is also fulfilled if the gradient of a road or path on which the vehicle 100 travels (as measured by one or more IMU sensors 134 in Fig. 1 (measured), is less than a second predetermined threshold. In certain embodiments, the second predetermined threshold is calibratable. In certain non-restrictive examples, the first predetermined threshold may be plus or minus three degrees of inclination. However, this may vary in other embodiments and may also be modified, adjusted, and / or calibrated in different embodiments.

[0051] Furthermore, in various embodiments, the third condition 218 is fulfilled if the vehicle speed is below a third predetermined threshold. In one embodiment, the third predetermined threshold is approximately forty kilometers per hour (km / h); however, this may vary in other embodiments.

[0052] In various embodiments, step 220 determines whether each of the conditions 214, 216, and 218 described above is met. In various embodiments, these determinations are made by processor 142. Fig. 1. Based on the sensor data from step 204. In various embodiments, if it is determined that one or more of conditions 214, 216, and / or 218 are not met, each of conditions 214, 216, and 218 is re-evaluated using updated sensor data until, during an iteration of step 220, it is determined that each of conditions 214, 216, and 218 is met. In various embodiments, once it is determined during an iteration of step 220 that each of conditions 214, 216, and 218 is met, the process proceeds to step 222, which is described directly below.

[0053] In various embodiments, the trailer brake control is dynamically adjusted in step 222 based on one or more vehicle parameter values. In particular, in various embodiments, the brake pedal correlation for trailer braking is determined by processor 142. Fig. 1 is set based on the vehicle deceleration. In various embodiments, the processor 142 can request a relatively greater actuation of the brake pedal for a given corresponding level of trailer braking (compared to the initial trailer braking of step 208) when the vehicle deceleration is relatively low, for example, to provide a more comfortable and consistent braking experience for the driver. Conversely, also in various embodiments, the processor 142 can request a relatively smaller actuation of the brake pedal for a given corresponding level of trailer braking when the vehicle deceleration is relatively high, for example, to effect stronger trailer braking when urgently required.

[0054] In certain exemplary embodiments, the processor 142 uses a lookup table 224 to determine the brake pedal correlation based on the vehicle deceleration, provided that the three conditions 214, 216, and 218 remain satisfied. In certain embodiments, the lookup table 224 is stored in memory 144. Fig. 1 stored as one of the tables 155.

[0055] Furthermore, the reference table 224, in various embodiments, provides a trailer braking force 240 for a variety of different deceleration ranges 250 and brake pedal positions 260. For example, in an exemplary embodiment, as in Fig. 2: (i) if the vehicle deceleration 250 is in a “low” range 251, a 90% (90%) brake pedal position 260 corresponds to a 100% (100%) trailer braking force 240; (ii) if the vehicle deceleration 250 is in a “medium” range 252, a 60% (60%) brake pedal position 260 corresponds to a 100% (100%) trailer braking force 240; and (iii) if the vehicle deceleration 250 is in a “high” range 253, a 30% (30%) brake pedal position 260 corresponds to a 100% (100%) trailer braking force 240. It is clear that these ranges and values ​​may differ in various embodiments.

[0056] In various embodiments, it is also determined whether a warning of potential contact with another object is issued (step 226). In certain cases, it is determined whether the time until contact with another vehicle or object is shorter than a predetermined threshold. In one exemplary embodiment, such a threshold may be approximately three seconds (3 sec); however, this may vary in other embodiments. Also in certain embodiments, the determination of step 226 is performed by processor 142. Fig. 1 using a predetermined threshold value stored in memory 144 of Fig. 1 is stored as a stored value 157. In certain embodiments, this determination is carried out as part of a forward event detection function of the vehicle 100 with respect to other vehicles and / or other objects that may touch a front part of the vehicle 100. However, this may vary in other embodiments.

[0057] In various embodiments, if step 226 detects a warning regarding potential contact with another object, the applied trailer braking of that step is terminated and the previous, initial trailer braking of step 208 is restored. In various embodiments, conditions 212 are further analyzed in a new iteration of step 210, and the initial trailer braking of step 208 continues until both (a) the warning from step 226 is no longer active; and (b) the various conditions 214, 216, and 216 are satisfied (after which the process returns to steps 220 and 222).

[0058] Conversely, in various embodiments, adaptive trailer braking continues if, in step 226, it is determined that there is no warning regarding a possible contact with another object. In particular, in various embodiments, adaptive trailer braking continues from step 222 (e.g., using one or more lookup tables 224 based on the deceleration range and brake pedal position for the vehicle 100 in various embodiments).

[0059] In various embodiments, step 228 also determines whether the process should continue. For example, in certain embodiments, it is determined that the process continues if the vehicle reaches 100% of its maximum speed. Fig. 1. is still “switched on”, is operated by a driver during an ongoing vehicle driving and / or ignition cycle, and / or the adaptive trailer braking function remains activated, or similar. In various embodiments, this determination is carried out by processor 142 of Fig. 1. In various embodiments, if it is determined that the process should be continued, the process is continued accordingly (e.g., by returning to steps 226 and / or 222 in certain embodiments). Conversely, in various embodiments, if it is determined that the process should not be continued, the process is terminated at step 230.

[0060] With reference to the Fig. 3 to 5 are exemplary implementations of the 200 process. Fig. 2 according to exemplary embodiments. In particular, the exemplary implementations of the Fig. 3-5 different reinforcements for trailer braking according to procedure 200 of Fig. 2, according to exemplary embodiments.

[0061] First, it shows Fig. 3 a first graphical representation 300 of a first implementation of the process 200 in which a first amplification is implemented. In certain embodiments, this first amplification setting comprises an amplification setting of three (3) of the trailer braking corresponding to the brake pedal position for the vehicle 100. As in Fig. As shown in Figure 3, the first graphical representation 300 has an x-axis 302, which represents the percentage pedal position (“% pedal position”), which includes a percentage of the maximum brake pedal position in which the brake pedal 107 is located. Fig. 1 as a result of the driver of the vehicle applying the brake pedal), and a y-axis 304 that includes the trailer braking cycle (i.e. the duty cycle of the trailer braking system 166 of Fig. 1).

[0062] As in Fig. As shown in Figure 3, the trailer braking cycle can have a number of different functional relationships based on the percentage pedal position, which are based on the vehicle's deceleration range. In one exemplary embodiment, the functional relationships can be, in particular, the following (in various embodiments, among other possible functional relationships): (i) when the vehicle deceleration is in a low range, the trailer braking cycle follows a first function 306 with respect to the percentage pedal position; (ii) when the vehicle deceleration is in a medium range, the trailer braking cycle follows a second function 308 with respect to the percentage pedal position; and (iii) when the vehicle deceleration is in a high range, the trailer braking cycle follows a third function 310 with respect to the percentage pedal position.In various embodiments, the “low”, “medium” and “high” vehicle deceleration ranges correspond to the exemplary deceleration ranges shown above in conjunction with step 222 and Table 224 of . Fig. 2 were described.

[0063] As in Fig. As shown in Figure 3, the first function 306 ensures that the trailer braking cycle increases linearly (i.e., proportionally) with the percentage pedal position until the percentage pedal position reaches approximately 90 percent (90%), after which the trailer braking cycle levels off at approximately 30 percent (30%) when the vehicle deceleration is in the low range. When the vehicle deceleration is in the medium range, the second function 308 ensures that the trailer braking cycle increases linearly (i.e., proportionally) with the percentage pedal position (with a relatively larger slope compared to the first function 306 described above) until the percentage pedal position reaches approximately 60 percent (60%), after which the trailer braking cycle drops off at approximately 30 percent (30%). Furthermore, the third function 310, as shown in Figure 3, ensures that the trailer braking cycle increases linearly (i.e., proportionally) with the percentage pedal position (with a relatively larger slope compared to the first function 306 described above) until the percentage pedal position reaches approximately 60 percent (60%), after which the trailer braking cycle drops off at approximately 30 percent (30%). Fig. Figure 3 shows that the trailer braking cycle increases linearly (i.e. proportionally) with the percentage pedal position (which means a relatively larger slope compared to both the first function 306 and the second function 308 described above) until the percentage pedal position is about thirty percent (30%), after which the trailer braking cycle flattens out at about thirty percent (30%) when the vehicle deceleration is in the high range.

[0064] Accordingly, as in Fig. 3. As illustrated in an exemplary embodiment, the trailer braking cycle starts up faster and reaches its peak value more quickly as the vehicle deceleration value increases. In various embodiments, this provides additional and more immediate trailer braking when stronger trailer braking is urgently needed (i.e., when the vehicle deceleration is relatively greater), but otherwise provides a potentially smoother braking experience when stronger trailer braking is not urgently needed (i.e., when the vehicle deceleration is relatively less).

[0065] Next, we will show Fig. 4 a second graphical representation 400 of a second implementation of the process 200, in which a second gain is implemented. In certain embodiments, this second gain setting comprises a gain setting of five (5) of the trailer braking corresponding to the brake pedal position for the vehicle 100. As in Fig. As shown in Figure 4, the second graphical representation 400 has an x-axis 402, which represents the percentage pedal position (“% pedal position”), which includes a percentage of the maximum brake pedal position in which the brake pedal 107 is located. Fig. 1 as a result of the driver of the vehicle applying the brake pedal), and a y-axis 404 that includes the trailer braking cycle (i.e., the duty cycle of the trailer braking system 166 of Fig. 1).

[0066] As in Fig. As shown in Figure 4, the trailer braking cycle has three different functional relationships based on the percentage pedal position, which is based on the vehicle's deceleration range. Specifically: (i) when the vehicle deceleration is in a low range, the trailer braking cycle follows a first function 406 with respect to the percentage pedal position; (ii) when the vehicle deceleration is in a medium range, the trailer braking cycle follows a second function 408 with respect to the percentage pedal position; and (iii) when the vehicle deceleration is in a high range, the trailer braking cycle follows a third function 410 with respect to the percentage pedal position. In various embodiments, the "low," "medium," and "high" vehicle deceleration ranges correspond to the exemplary deceleration ranges shown above in conjunction with Step 222 and Table 224 of [reference missing]. Fig. 2 were described.

[0067] As in Fig. As shown in Figure 4, the first function 406 ensures that the trailer braking cycle increases linearly (i.e., proportionally) with the percentage pedal position until the percentage pedal position reaches approximately 90 percent (90%), after which the trailer braking cycle levels off at approximately 50 percent (50%) when the vehicle deceleration is in the low range. When the vehicle deceleration is in the medium range, the second function 408 ensures that the trailer braking cycle increases linearly (i.e., proportionally) with the percentage pedal position (with a relatively larger slope compared to the first function 406 described above) until the percentage pedal position reaches approximately 60 percent (60%), after which the trailer braking cycle levels off at approximately 50 percent (50%) (see Figure 4). Fig. 4). Furthermore, the third function 410, as in Fig. Figure 4 shows that the trailer braking cycle increases linearly (i.e. proportionally) with the percentage pedal position (which is a relatively larger slope compared to both the first function 406 and the second function 408 described above) until the percentage pedal position is about thirty percent (30%), after which the trailer braking cycle drops at about fifty percent (50%) when the vehicle deceleration is in the high range.

[0068] Accordingly, as in Fig. As illustrated in Figure 4 of an exemplary embodiment, the trailer braking cycle starts up faster and reaches its peak value more quickly as the vehicle deceleration value increases. In various embodiments, this provides additional and more immediate trailer braking when stronger trailer braking is urgently needed (i.e., when the vehicle deceleration is relatively greater), but otherwise potentially provides a smoother braking experience when stronger trailer braking is not urgently needed (i.e., when the vehicle deceleration is relatively less).

[0069] As also in Fig. As shown in 4, it is performed with a relatively larger gain of Fig. 4 compared to the relatively smaller gain of Fig. 3 a higher level of the trailer braking cycle in the second implementation of Fig. 4 compared to the first implementation of Fig. 3 provided. For example, each of the functions 406, 408 and 410 of Fig. 4 effectively "shifted" higher in relation to the corresponding functions 306, 308 and 310 of Fig. 3. In addition, each of the functions 406, 408 and 410 of Fig. 4 a higher maximum value / level value of approximately fifty percent (50%), as in Fig. 4 shown, compared to a relatively lower maximum / level value of approximately thirty percent (30%), as in Fig. 3 for the corresponding functions 306, 308 and 310 of Fig. 3 shown.

[0070] Finally, it shows Fig. 5 a third graphical representation 500 of a third implementation of the method 200, in which a third amplification is implemented. In certain embodiments, this third amplification setting comprises an amplification setting of eight (8) of the trailer braking corresponding to the brake pedal position for the vehicle 100. As in Fig. As shown in Figure 5, the third graphical representation 500 has an x-axis 502 that represents the percentage pedal position (“% pedal position”), which includes a percentage of the maximum brake pedal position in which the brake pedal 107 is located. Fig. 1 as a result of the driver of the vehicle applying the brake pedal), and a y-axis 504 that includes the trailer braking cycle (i.e. the duty cycle of the trailer braking system 166 of Fig. 1).

[0071] As in Fig. As shown in Figure 5, the trailer braking cycle has three different functional relationships based on the percentage pedal position, which is based on the vehicle's deceleration range. Specifically: (i) when the vehicle deceleration is in a low range, the trailer braking cycle follows a first function 506 with respect to the percentage pedal position; (ii) when the vehicle deceleration is in a medium range, the trailer braking cycle follows a second function 508 with respect to the percentage pedal position; and (iii) when the vehicle deceleration is in a high range, the trailer braking cycle follows a third function 510 with respect to the percentage pedal position. In various embodiments, the "low," "medium," and "high" vehicle deceleration ranges correspond to the exemplary deceleration ranges shown above in conjunction with Step 222 and Table 224 of [reference missing]. Fig. 2 were described.

[0072] As in Fig. As shown in Figure 5, the first function 506 ensures that the trailer braking cycle increases linearly (i.e., proportionally) with the percentage pedal position until the percentage pedal position reaches approximately 90 percent (90%), after which the trailer braking cycle levels off at approximately 80 percent (80%) when the vehicle deceleration is in the low range. When the vehicle deceleration is in the medium range, the second function 508 ensures that the trailer braking cycle increases linearly (i.e., proportionally) with the percentage pedal position (with a relatively larger slope compared to the first function 506 described above) until the percentage pedal position reaches approximately 60 percent (60%), after which the trailer braking cycle drops off at approximately 80 percent (80%). Furthermore, the third function 510, as shown in Figure 5, ensures that the trailer braking cycle increases linearly (i.e., proportionally) with the percentage pedal position until the vehicle deceleration reaches approximately 80 percent (80%). Fig. Figure 5 shows that the trailer braking cycle increases linearly (i.e. proportionally) with the percentage pedal position (which is a relatively larger slope compared to both the first function 506 and the second function 508 described above) until the percentage pedal position is about thirty percent (30%), after which the trailer braking cycle flattens out at about eighty percent (80%) when the vehicle deceleration is in the high range.

[0073] Accordingly, as in Fig. As illustrated in Figure 5 of an exemplary embodiment, the trailer braking cycle starts up faster and reaches its peak value more quickly as the vehicle deceleration value increases. In various embodiments, this provides additional and more immediate trailer braking when stronger trailer braking is urgently needed (i.e., when the vehicle deceleration is relatively greater), but otherwise provides a potentially smoother braking experience when stronger trailer braking is not urgently needed (i.e., when the vehicle deceleration is relatively less).

[0074] As also in Fig. 5 is shown with a relatively larger gain of Fig. 5 compared to the relatively smaller enhancements of Fig. 3 and Fig. 4 a higher level of the trailer braking cycle in the first third implementation of Fig. 5 compared to the first implementation of Fig. 3 and the second implementation of Fig. 4 provided. For example, each of the functions 506, 508 and 510 of Fig. 5 both in relation to the corresponding functions 306, 308 and 310 of Fig. 3 as well as in relation to the corresponding functions 406, 408 and 410 of Fig. 4 effectively "shifted" higher. Furthermore, each of the functions 506, 508, and 510 of Fig. 5 a higher maximum value / level value of approximately eighty percent (80%), as in Fig. 5 shown, compared to a relatively lower maximum / level value of approximately fifty percent (50%), as in Fig. 5 for the corresponding functions 406, 408 and 410 of Fig. 4 shown.

[0075] As in the Fig. As shown in Figures 3-5, the adaptive trailer brake control of Method 200, in various embodiments, provides a relatively greater immediate trailer brake boost when the vehicle deceleration is in a relatively low range. In particular, as shown in the Fig. As illustrated in Figures 3-5, Method 200, in various embodiments, provides trailer braking (e.g., percentage trailer braking cycle) that is proportional (e.g., linear) to the vehicle brake pedal position at relatively higher speeds, while smoothing the braking experience at relatively higher speeds. Furthermore, as illustrated in the Fig. Figures 3-5 show that in various embodiments the adaptive trailer brake control of method 200 is implemented in this way, wherein the trailer braking is correspondingly stronger across all vehicle deceleration levels when the trailer brake gain is greater.

[0076] For example, according to the discussion above, each of the exemplary implementations of the Fig. 3-5 The dynamic control of the vehicle trailer braking is provided via the dynamic control of the trailer braking cycle, which is proportional to the percentage of the brake pedal position up to a predetermined percentage of the brake pedal position, with a gradient that depends on the deceleration of the vehicle (provided that the conditions for adaptive trailer braking control, as above in conjunction with Fig. 2. Furthermore, each of the exemplary implementations of the Fig. 3-5 further provides the dynamic control of the vehicle trailer braking via a dynamic control of the trailer braking cycle, which is proportional to the percentage of the brake pedal position up to the predetermined percentage of the brake pedal position to achieve a maximum trailer braking cycle, the slope depending on the deceleration of the vehicle, and the maximum trailer braking cycle being based on the trailer brake gain (e.g., determined in step 206 of procedure 200 of Fig. 2).

[0077] Accordingly, methods, systems, and vehicles are provided for controlling trailer braking for trailers coupled to vehicles. In various embodiments, the methods, systems, and vehicles provide additional and more immediate trailer braking when stronger trailer braking is urgently needed (i.e., when the vehicle deceleration is relatively greater), but otherwise provide a potentially smoother braking experience when stronger trailer braking is not urgently needed (i.e., when the vehicle deceleration is relatively smaller).

[0078] It becomes clear that the systems, vehicles, and procedures may differ from those depicted in the figures and described here. For example, vehicle 100 may differ from Fig. 1, the control system 102 and its braking system 106, the trailer 160 and its braking system 166 and / or components of the vehicle 100 and / or the trailer 160 of Fig. 1 vary in different embodiments. It is also acknowledged that the steps of method 200 differ from those in Fig. 2 can be distinguished from those shown and / or that different steps of procedure 200 occur simultaneously and / or in a different order than that shown. Fig. 2 can be done as shown. Similarly, the implementations of the Fig. 3-5 differ in various embodiments.

Claims

[1] Method (200) for improving a trailer braking system, comprising: Receiving sensor data from one or more sensors (130, 132, 133, 134, 136) of a vehicle (100) coupled to a trailer (160), wherein the sensor data include: a measure of actuation of a brake pedal (107) of the vehicle (100); and deceleration (250) of the vehicle (100); and dynamic control of braking of the trailer (160) via instructions provided by a processor (142) of the vehicle (100) to a braking system (166) of the trailer (160), based on both the degree of actuation of the brake pedal and the deceleration of the vehicle (100); wherein the step of obtaining the sensor data further includes obtaining the sensor data including a percentage of the brake pedal position (260) of the brake pedal (107) of the vehicle (100); The acquisition of sensor data further includes the acquisition of sensor data including a steering angle of a steering wheel of the vehicle (100), a speed of the vehicle (100) and a gradient of a road on which the vehicle (100) is traveling; the dynamic control of the braking of the trailer (160) further includes the control of the braking of the trailer (160) via instructions provided by the processor (142) of the vehicle (100) to the braking system (166) of the trailer (160), based on each of the following: the percentage of the brake pedal position (260), the deceleration of the vehicle (100), the steering angle of the vehicle (100), the speed of the vehicle (100) and the gradient of the road on which the vehicle (100) is traveling; and wherein the dynamic control of the trailer braking (160) further comprises the dynamic control of a trailer braking cycle such that it is proportional to the percentage of the brake pedal position (260) up to a predetermined percentage of the brake pedal position (260), with a gradient that depends on the deceleration of the vehicle (100), provided that each of the following conditions has been met: The steering angle is smaller than a first predetermined threshold; The vehicle's speed (100) is less than a second predetermined threshold; and The gradient of the path is less than a third predetermined threshold. [2] Method (200) according to claim 1, further comprising: Determining a trailer brake boost by the processor (142); wherein the step of dynamically controlling the trailer brake cycle comprises dynamically controlling the trailer brake cycle such that it is proportional to the percentage of the brake pedal position (260) up to the predetermined percentage of the brake pedal position (260) to achieve a maximum trailer brake cycle, the slope depending on the deceleration of the vehicle (100), and wherein the maximum trailer brake cycle is based on the trailer brake boost. [3] Vehicle (100), comprising: a body (164) configured to be coupled to a trailer (160) with a trailer braking system (166); a brake pedal (107); one or more sensors (130, 132, 133, 134, 136) configured to receive sensor data for the vehicle (100), the sensor data comprising: a measure of actuation of a brake pedal (107) of the vehicle (100); and deceleration of the vehicle (100); and a processor (142) coupled to one or more sensors and configured to enable at least dynamic control of braking of the trailer (160) via instructions provided by the processor (142) to a braking system (166) of the trailer (160), based on both the degree of actuation of the brake pedal (107) and the deceleration of the vehicle (100); wherein the measure for actuation of the brake pedal comprises a percentage of the brake pedal position (260) of the brake pedal (107) of the vehicle (100); the one or more sensors (130, 132, 133, 134, 136) are further configured such that the sensor data include a steering angle of a steering wheel of the vehicle (100), a speed of the vehicle (100) and a gradient of a road on which the vehicle (100) is traveling; the processor (142) is configured to allow dynamic control of braking of the trailer (160) via instructions provided by the processor (142) to a braking system (166) of the trailer (160), based on each of the following: the percentage of the brake pedal position (260), the deceleration of the vehicle (100), the steering angle of the vehicle (100), the speed of the vehicle (100), and the gradient of the road on which the vehicle (100) is traveling; and wherein the processor (142) is configured such that the processor (142) enables dynamic control of a trailer braking cycle such that it is proportional to the percentage of the brake pedal position (260) up to a predetermined percentage of the brake pedal position (260), with a slope that depends on the deceleration of the vehicle (100), provided that each of the following conditions has been met: The steering angle is smaller than a first predetermined threshold; The vehicle's speed (100) is less than a second predetermined threshold; and The gradient of the path is less than a third predetermined threshold.

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